Track-laying apparatus



Na Model.)

3 Sheets-Sheet 1.

D. E. JOHNSON.

TRACK LAYING APPARATUS.

N. PE'IERS. Phoiu-Lilhognphen Washingisn. a c

3 Sheets-Sheet 2.

(No Model.)

D. E. JOHNSON.

TRAOK LAYING APPARATUS.

Patented Mar. 5; 1889.

1 I 1 J i l 1 n PETERS. Pbom-Lvmngmphnr, Washington n. cy

-3 Sheets-Sheet 3.

(No Model.)

D. E. JOHNSON. TRACK LAYING APPARATUS.

BM #8 yn UNiTEn iarns Fa rnnr @FFIQEQ DELBERT E. JOHNSON, OF OTTUBUVA, lOlYA.

TRACK-LAYING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 399,048, dated March 5, 1889.

Application filed March 16, 1887.

To all whom it 12m concern:

Be it known that l, DELBERT E. J OHNsON,

in Track-Laying Machines, which I desire to protect by Letters Patent of the lfnited States,

of which the following is a specification.

My present invention relates to the class of machines previously patented to me in Letters Patent of the United States No. 235L146,

dated December 14:, 1886; and it consists in certain improvements, hereinafter specifically polnt-ed out and claimed.

In the drawings hereto annexed and formmg part of this specification, Figure 1 is a 1 perspective view of an engine and several cars of a train to be used in trackdaying and to which my invention has been applied. Fig. 2 is a plan View of a part of the tie-delivering conveyer. Fig. 3 is a side elevation of the same. Figs. at and 9 are details of the bracket 1 supporting the conveyer and attached to the 3 car and Figs. 5, 6, 7, and 8 are views of sev- 1 eral forms of a flexible coupling used in the pipe connecting the engine which propels the conveyor with the locomotive-boiler.

Heretoforo it has been usual to use a stationary engine and boiler located upon one of the cars of the traclclaying train to propel the automatic delivery apparatus, which forms the principal subject-matters of the aforesaid patent. I find that a considerable economy of force can be had by using a sta tionary engine merely and propelling the same from the boiler of the locomotive used for propelling the cars, thus dispensing entirely "with the stationary boiler. I am thus enabled to utilize theblow-ott steam from the engine and to propel my automatic tie-carrying apparatus without the use of extra fuel.

In order that the pipe-connection between the stationary engine and the boiler of the locomotive may not be disarranged by the relative motion of the engine and the car upon which the stationary engine is located, it desirable to provide some sort of a flexible or yielding connection in the aforesaid pipe. between the engine and the car.

In the drawings the cylinder of the stationary engine is represented at A and connection is made with the locomotive-boiler by;

1 pockets lug, 0.

Serial No. 231,183. (No model.)

means of the pipe B. Connection between the two parts of the pipe 1%, attached respectively to the car and the locomotive, is made by a flexible hose or other yielding connection of an appropriate or suitable Form, a number of such forms being shown in Figs. 5, U,

'7, and Fig. 5 represents the usual flexible hose-connectionsuch as is used in the \Yestinghouse air-brake system, and which can be applied to my invention.

C is a section of rubber hose, one end of which is attached to the pipe B on the engine, and the other end to a metal coupling, D. C is another section of rubber hose connected at one end to the said coupling D and at the other to the section of pipe B upon the car carrying the stationary engine.

In Fig. 6 a modified construction is shown, in which a casing, E, provided at one end with a rubber packing, F, is united by a screw threading with one of the pipes B and receives at the other end the other pipe B, the rubber packing F preventing escape of steam. A further modification is shown in Fig. '7, in which a simple section of hose, G, connects the two sections of pipe B. In Fig. 8 a further modification shown,in which the two sections of pipe B are connected by a metallic pipe, H, adapted at one or both ends to swing in joints 1.

A further improvement upon my former patent consists in the construction of the bracket used for supporting the conveyer. (Shown particularly in detail in Figs. 4 and 9.) This is adapted for use with the ordinary K, attached to the sides of freightcars, and consists of an upright, L, on which is cast a block, M, of a size approximately fitting the pocket. To this upright L is pivoted at its top a cross-piece, N, provided at its outer end with an upwardly-projecting To this outer end is pivoted a diagonal post, P, the lower end of which has a tenon, P, which takes into a slot in the lower end of the upright L, the lower end of this upright being bent outward to more readily receive this tenon. \Yhen in position the entire weight of the structure rests upon the upper outer edge of the pocket, the lower part of the upright L being so placed, as shown, as to bear against the side of the car, thus preventing the tipping of the bracket under the weight of the conveyer. This 0011- struction of bracket is very simple, and has the advantage of ready application to and detachment from the car, it being only neces sary to raise the post P out of its socket and lift up the cross-piece N to raise the entire bracket out of the pocket. The upper end of the upright L being continued above the cross-piece forms a lug, which, with the lug O, prevents lateral displacement of the framework of the conveyor upon the bracket. This conveyor frame-work is shown in section in Fig. 4 at 2. In order to preventlateral movement of the conveyer, it is desirable to provide lugs R upon the side strips of the frame on both sides of one or more of the brackets.

I have found in practice that the roller S, upon which the ties travel, when made, as shown herein, of cross-strips T, connecting two heads, V V, is not snfficientl'y durable, for the reason that the strips T are likely to become bent. In order to give the roller greater strength I propose to support the strips at their centers by means of an interior hoop, U.

I wish it understood that I do not limit myself to the particular form or construction of any of the parts shown, but claim, broadly, all the equivalents of those constructions. Neither do Ilimit myself to the use of any one or more of the various improvements shown, but claim each feature by itself and without reference to any other features shown.

Having thus described my invention, what I claim, and desire to protect by Letters Patent, 1s-

1. In a track-laying apparatus, the combination of a locomotive-engine, a conveyer, an engine for propelling the conveyer supported by one of the cars of the train, and a pipeconnection between the locomotive-boiler and the engine aforesaid for propelling the con veyer, substantially as set forth.

2. In a track-laying apparatus, the combination of a locomotive, a conveyer,a separate engine for propelling the same, and a pipeconnection between said separate engine and the locomotive-boiler, said pipe-connection being provided with a yielding coupling for permitting the pipe to accommodate itself to relative movements of the locomotive and the car, substantially as set forth.

3. In a track-laying apparatus, the combination of a locomotive-engine, a conveyor, a separate engine for propelling the same, a pipe-connection between said'separate engine and the boiler of the locomotive, and a flexible hose-connection between the parts of said pipe attached, respectively, to the locomotive and the separate engine, substantially as set forth.

4. In a supporting-bracket for conveyers in a track-laying apparatus, the combination of an upright to pass through and extend below the stake-socket and approximately fitting the opening of said socket, a cross-piece pivoted at one end to the top of said upright above the socket, and a diagonal brace pivoted at one end to the outer end of said crosspiece, and its lower end having a bearing in the lower end of the upright, substantially as described.

5. In a track-laying conveyer, the combination of a frame-work for supporting rollers,

a bracket, and lugs attached to said framework for prev entin g lengthwise motion thereof in the brackets, substantially as set forth.

DELBERT E. JOHNSON. *itnesses:

C. L. V. CRO T, N. PARSONS. 

